Control system



1 192 March J. w. THROPP CONTROL SYSTEM 1 Filed Auz.1:' 1924 I fosqv7u Tlw opp.

Patented Mar. 15, 1927.

UNITED STATES [PATENT oFFic-E.

JOSEPH W. THROPP, Of TRENTON, NEW JERSEY.

con'rnor.

SYSTEM.

Application. filed August 13,1924. Serial No. 731,889. I

' energy given up .by the coils upon the interruption of the energizing circuit thereof.

Another object of my invention is to provide a control system for a differential electric clutch and brake, wherein heavy currents are supplied to the brake-actuating means only during the initial. operation thereof.

A further object of my inventionis to provide 'in a control system of the class described, aplurality of remote control safety switches, one of which is operated by the brake-setting means. I

A still further object of my invention is to provide a differential electric clutch and brake-controlling system, wherein the operation of remote control switches may cause the deenergization of the clutch coils to effect the release thereof, the substantial simultaneous deenergization of the brakeactuating solenoid and the consequent application of the brake. v,

Other objects of my invention, as well as details of construction and-operation, whereby my invention may be practiced, will be apparent more fully hereinafter, when taken in connection with the accompanying description, claims and drawing, wherein- The, single figure of the drawing is a di agrammatie view of circuits and apparatus embodying my invention.

In the illustrated form of embodiment of my, invention shown in the drawing, a plncontact element 11 may be included in the conductor 2 intermediate the clutch coils 1 and the fuses 7, whereby the currents to the clutch coils 1 may be interrupted at will.

An actuating winding 12- for the contactor 8 is included in a control circuit '13, which extends from the stationary contact element 9, through a conductor 14, the actuating winding 12, a conductor 15, a normally-open switch of'the push-button type 16, a conductor 17, a normally closed switch of the push-button type 18, a conductor 19, a normally closed safety switch or so-called ,cradle switch 21, a conductor 22 and the" conductor 3, to the negative conductor 5 of the energizing circuit 6.

When the push-button switch 16 is closed,- the control circuit 13 rovides a path for currents from the posltive conductor 4 to the negative conductor 5, throughthe actuating winding 12 of the contactor 8, resulting in the closing of-the latter; When the contactor 8 closes, a circuit is completed which extends from the positive conductor 4 through the conductor 2, the clutch coils 1 and the conductor 3 to the negative conductor 5, resulting in the operation of the clutch coils 1 to connect mechanically thedeSired clutch. elements (not shown).-

In order to provide for the control of the contactor 8 from a number of desired points when the push-button switch 16 is open, I provide a contact circuit 23 which includes a switch 24. The switch 24 comprises a' sta-- tionary contact element 25fwhich is electrically connected to the positivezconductor 15, and a movable contact element 26, which is so mechanicallysecured to the movable contact element 11 of the main contactor 8 that the switch24 is closed in accordance with the closing of the main contactor 8.- It will thus be seen that the closing of theswitch l6 serves-to automatically establish another control circuit which does not include the said switch.

The control circuit23' ex endsfrom the stationary contact element 2 which is con- 'nected to the positive or actuating winding 12, through the movable contact element 26 of the switch 24, a conductor 27, a bralieoperated switch 28, to be described hereinafter, a conductor 29, the normally-closed push-button switch 18, the conductor 19, the

cradle switch 21, the conductor 22 and the conductor 3, to the negative conductor 5 of; the energizin circuit 6. Attention is directed to the ga'ct that when the control circuit 23' is closed bythe engagement of the contact elements 25 and 26 of the switch 24 and by the closing of the switch 28, the energization of the actuating winding 12 of the contactor 8 is maintained,lso that the contactor 8 maybe held in its circuit-closing position independently of the push-button n switch 16.

,When it' is desirable to deenergize. the 10 clutch coils 1, this may be accomplished by interrupting the control circuit 23 either at the normally-closedpush-button switch 18,

l the brake switch 28 or the safety or cradle-.

I 2 tactor 8. 1t will be understood that the,

said clutch coils 1 constitute inductance elements. I provide a discharge resistor 31, one terminal of which is connected by a conductor 32 to the negative conductor 3,

- and an opposite terminal of which is connected by a. conductor 33 to 'astationary contact element 34 of a switch-35. Amovable contact element 36 of the switch is electrically connected to the positive con- 3 ductor 2 and it is so mechanically associ ated with the contactor .8 as to be. actuated into engagement with the'co-acting station- 'ary contact member34 when the contactor Sopens by gravity. Hence,"the opening of 4 the contactor 8, and the'consequent closing of the auxiliary switch 35, causes the discharge resistor 31 to be connected directly across the terminals of the clutch coils 1.

In the class of apparatus to which the invention is particularlyap. licable the quick stopping of the disengage clutch parts is of primary-importance. Accordingly, I rovide a brake 40,v comprising a brake isk 37 which is connected with one of the clutch.

parts, and a brake band 38. One end of the brake band 38 is rigidly secured to a supporting bra cket .39, while the other {end thereof is rigidly secured to one end41 of a brake lever 42, the latterhavin a pivotal "mounting 43' on the'bracket 39. he brake 40 is preferably of the gravit"-set type, a weight 44 on the end 45 of the rake arm 42 serving to rovidethe desired braking force.

' i @The bra e arm 42 may be actuated from 7 the solid-line position, wherein the brake y is applied, to the dot-and-dashline position i wherein the brakeis released, by-meansot a solenoid..46,l an actuating winding 47 of which has jone terminal 48, thereof connected I by a'conductor 49s to thenegative conductor windin 3. The remaining terminal 51 ofthe actuating winding 47 is connected by a conductor 52 to a stationary contact element 53 of a second contactor. 54. A movable contact element 55 of the latter is connected, by aconductor 56 to the movable contact ele:

mentll of the maincontactor 8.

The operation of the secondary contactor 54 ma ing winding 57, one terminal of which is connected by the conductor 58 to the conductor The remaining terminal of the actuating winding 57 is connected by a conbe effected by means of an actuatductor 59' ,to the negative conductor 49 I through a so-called'cut-out switch 60. 'A

' movable Contact element '61 of theswitc-h- 60- is carried by a movable core 62 of the solenoid 46 and it issp operatively associated with a meeting stationary contact element 63 that the electrical engagement between the two contact elements continues until the solenoid 46 has been operated sufiiciently to cause, the release of the brake 36, all as will appear more fully hereinafter. I

Hence, when the main contactor 8 has been closed, a circuit is com leted which extends from the positive con uctor 4 through the 3 main contactor 8, the conductor 56, the contactor actuating wind-in 57,, the conductor 59,.the switch 60 and t e conductor 49,'to the negative conductor 3, resulting'in the closing of the second contactor 54.

The closin positive conductor 4, through the main contactor 8, the conductor 56, the secondary of the second contactor 54- completes a clrcuit which extends from the.

contactor 54, the conductor 52, the solenoid actuating winding 46, the conductor 49 and V the conductor 3, to the negative conductor 5, resulting in the energization of the-solenoidactuatmg winding 46. The energlzation of the latter causes the. brake arm 42 to.

move fromthe brake setting position shown insolid lines in the'drawing to thebrake releasing position shown in dot-and-dashlines. g

Inasmuch as it-is desirable to hold the brake arm 42 normally in the brake releasing position while the clutch coils 1 are energized, my invention further contem-- plates the provision. of means, whereby the currents traversing the solenoid actuatingsition. i To this end, I provide an ener izing circuit 64, which is secondary to t at just described as controlled by the second contactor 54. '7'

The 'secondaryenergizin the main contactor 8, the conductor 2, a

the energizing circuit 6. The currents trav- 46 may be materiall decreasedwhen t e brake apparatus assumes this po- 9 circuit 64 extends fromthe positive con uctor 4, throughconductor 65, a resistor 66, the solenoid actu-.- ating winding 46, the conductor 49 and the conductor 3,to the'negative conduct/or 5 of ersing this circuit are obviously relatively small so lon 'as'the secondary contactor 54 is closed. W hen the latter is opened, how ever, the circuit-64 r'epresents'the only re-' maining means, whereby the solenoid actuating winding 46 may be energized.

As above pointed out, the movable contact 61 of the switch is actuated out of engagement withthe co-acting stationary element 63 only when the brake apparatus has assumed the dot-and-dash line position shown in the 'drawing. l/Vhen the switch 60 is .thus opened, the energizing circuit of the actuating winding 57 of the second contactor 54 is broken, causing the latter to open by gravity, whereupon the currentsv are caused-7th traverse the secondaryener- I gizing. circuit 64. As the result 'of' the successive operation'of the switch 60 and the secondary contactor 54, the latter is caused to ca'rry'the inductive discharge of the solenoid-actuating winding 46 rather than the switch 60.

With the opening of the second contactor 54, the apparatus is now in the position, wherein the clutch coils 1 are energized to effect the mechanical connection between the driving'and driven parts (not shown), and

the solenoid actuating winding 46 is'energized through the resistor 66 so that the brake apparatus may be held in the brake releasing position shown in dot-and-dash lines in the-drawing.

Should-the voltage of the energizing circuit 6 fall below the required operating value, the force of the actuating winding 46 on the solenoid core 62 is insufficient to holdvthe brake arm 42 in the brake releasing position, so that the latter would fall, causing a frictional engagement of the brake band 38 and'the brake disk 37 In order that clutch coils 1 may be deenergized at such instant, so that the brake will not operate against the driving means (notshown), I provide the switch 28, which comprises a movable .contact element 67, mounted on the brake arm 42 and a stationary contact element 68, the latter engaging the former only when the brakearm 42 is in the brake, releasing position.

Since the brake switch 28 is connected "i series-circuit relation with the actuating winding 12 of the main contactor 8, the in- -may be conne'cte terru'ttion of the control circuit 23 causes the opening of the mam contactor 8. Hence the clutch COllS 1 are deenergized upon the movement of the brake arm 42 into thebrake sistor under setting position. I 1

As above pointed out, the openmg of the main cont-actor 8 causes the closing. of the switch 34, wherebv the discharge resistor 31 clutch coils 1. Since the actuating, winding 47 of the solenoid 46 is connected in shunt; relation tothe clutch c0115 1, the discharge in-shunt relation to the resistor 31 is connected inseries-circuit re- .lation with the actuating winding 47 also,

absorbing the discharge therefrom as well. The clutch coils 1 maybe also deenergized to disengage the magnetic clutch by the aci tuation'of the push-button'switch 18, or by v 'fails for a-ny reason to release 'the'brake 40,

the switch 28 will remain open. This will prevent'the closing of the control circuit23, with the result that the contactor 8'will im- "mcdiately reopen upon the release of the lpush button switch 16. Thus it is impossilo for the clutch coils 1 to continue tobe energized when the brake is applied toresist the operation of the clutch.

While I have described in detail one control system embodying my invention, and

while I have pointed gut certain of the most obvious principles and purposes thereof, I do not intend that the language employed in the following claims shall be limited to the present features described, but I also desire that the claims shall-be construed to cover all combinations which are fairly included .in the language thereof, when read in connection with prior art, regardless of the de.-'

tails and functionsmentioned in the description or illustrated in the drawing.

I I claim:

1. In a system of control, the combination with a brake, of a solenoid for actuating the same, an energizing circuit for said soleno'id, including a resistor, a contactor for rendering effective and ,inelfective. said re sistor, an actuating winding for said contactor, and a limit switch operable to render ineflective said actuating winding upon a predetermined operation of said solenoid.

2. In combination, a clutch coil, an energizing circuit therefor, a discharge circuit for said coil, a switch operable to connect said coil to one or the other of said circuits, a solenoid, means for connecting said solenoid in parallel relation to said clutch coil, .said means including a resistor, and a switch designed to render ineffective said repredetermined operating condi tions. V

3.-In combination,,a clutch coil, an en ergizin circuit therefor, a discharge circuit for sai coil, :1 contactor operable to connect said coil to one or the other of said cir- 1 edits, a solenoid, means for connecting said soleno d I. p r llel: relatlo to said clutch coil, said means including a resistor and a switch designed to trender ineffective said resistor under predetermined operating condition s,a brake operated by said solenoid,

,an actuating winding for said contactor,

and a switch for opening said actuating windin when said brake-is eflective, where 'by sai clutch coil may be substantially simultaneously deenergized.

4. The combination in a control system, of a clutch coil, a brake,-a solenoid for moving the brake from its applied position to its released position, main circuits tor the said coil and the said solenoid, a supplemental circuit for thelsole'noidincluding a resistor,

switch mechanism for thesaid main circuits including a manual] operable switch for causing the substantially simultaneous energization of both the coil and the solenoid to thereby effect the engagement of the clutch and the release of the brake, ,and a cut-out switch for automatically interruptin the main circuit to the solenoid when the rake is in its released position. 1

5. ,The combination 1n a control system, of a clutch coil, abrake, a solenoid for moving the brakeirom its "applied position to its released position, two main circuits'for the said coiL and-the said solenoid respectively,

a supplemental circuit fbr the solenoid including a resistor, twoelectrically-operated switches for the said circuits respectively, a manually operable switch for causing the operation'of the two said switches to cause cuits to cause the substantially simultaneous energization of both the coil and the solenoid to thereby effect the engagement of the clutch and the release of the brake, two parallel circuits for supplying current to 0perate the said switch mechanism, a' manually operable normally open switch for closing one circuit to operate the switch mechanism, and means acting automatically upon the closing of the said normally open switch for operatively connecting the other of said two circuits. 4

7 Thecombination in a control system, of a clutch coil, a brake, a solenoid for moving the brake from its applied position to itsre leased position, circuits for the said coil and the said solenoid, electrically-operated switch mechanism for closing the said cirthe brake from its applied position to "its released position, circuits. for the said coil for the said circuits for causing the substantially simultaneous energization of both the coil and the solenoid to thereby effect the i engagement of the clutch and the release of 80 and the said solenoid, and switch mechanism the brake, and means controlled by the brake for normally preventing the energization of the clutch coil when the brake is inapplied position. v i

9.'The combination in a control system,

of a clutch coil, a brake, a solenoid for moving the brake from its appliedposition to its released position, circuits for the said coil and the said solenoid, and switch mechboth the coil and the solenoid to. thereby release of the brake, and means controlled by the brake for causing the deenergization of the clutch coil when the brake moves to its applied positionf,-

10. The (ombination in a control system, of a clutch coil, abrake, a solenoid for moving the brake .from its applied position to its released position, circuitsfor the said coil and the said solenoid, electricall -operated switch mechanis'm .forclosing t e said circuits to, cause the substantially simultaneous energization of both the coila'nd the solenoid to thei eby effect the engagement of the clutch and the release of the-brake,'

two parallel circuits for supplying current 'to' operate the said "switch mechanism, a

manually operable nor-mallv open switch for anism for the said circuits for causing the substantially. simultaneous energization of 1 closing one circuit to operate the switch I mechanism, means acting automatically upon the closing of the said normally open switch for operatively connecting the other of said two circuits. and a switch in the last saidcircuit which is closed when the brake is in released position and open when the brakeis in applied position.

11. The combination in a control system, j

of a clutch-coil, a brake, a solenoid for mov-- ingthe brake from its applied position'to its released position, circuits for the said coil and the said solenoid, electrically-operated switch mechanism for closing the said circuits to cause the substantially simultaneous email- Longest gization of both the coil and the solenoid to thereby effect the engagement of the clutch and the releasevof the brake,- two parallel,

circuits for supplyingucurrent to operate the said switch mechanism, amanually operable normally open switch for closing one circu t to operate the switch mechanism, and. means acting autoinaticallyupon the closing of the said normally open switch for operatively connecting the other of said two circuits,

and two switchesin series in the last said circuit, one switch being normally closed andadapted tobe manually opened and the other switch being closed when the brake is in released position and open when the brake j in applied position.

circuits adapted to cause a,substantia lly simultaneous energization of both said coil 12. A system .of control comprising a clutch coil, a brake, a solenoid for moving the brake from its applied position to its released position circuits for said coiland said solenoid, switches for controlling; said and said solenoid and thereby effect the engagement of the clutch and release of-the brake,- actuating windings for said switches,

respectively, one\ of said windings having -.cally upon the closing of said manually operated switch for operatively connecting the other of said two'circuits to said last-mentioned winding, theother actuating winding having a control circuit provided with a switch operable to open said last-mentioned winding upon the releasing of said brake.

1-3, A clutch coil, a brake, a solenoid for moving the brake from the'applied position to its released position, circuits for said coil and said solenoid, switches for controlling said circuits adapted to cause a substantiall simultaneous energizationof both said'coll and said solenoid and therebyeffect the en'- gagement of the clutch and release of the brake, actuating windings for said switches,

respectively, one of said windings having two supply circuits, a manually operable switch for closing one of said two circuits to cause the energization of said last-mentioned winding, means acting automatically upon the closing ofsaid manually operative switch for .operatively connecting the other of said two circuits to said last-mentioned winding,

the other actuating winding having a control circuit provided with a switch operable to deener'gize said last-mentioned winding upon the operation of said switch, and a supplemental energizing circuit including a resistor for said solenoid efi'ective vto cause the continued energization thereof upon the inoperationof switch.

JOSEPH-W. THR PP;

said manually operative 

